Steam-engine lubricator.



PATENTED DEC. 11, 1906.

D. MOREHOUSE. STEAM ENGINE LUBRIGATOR.

APPLICATION FILED JULY 7, 1906.

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PATENTED DEC. 11, 1906. D. MOREHOUSE. STEAM ENGINE LUBRIUATOR. APPLICATION FILED JULY 7, 1906.

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DAVID MOREHOUSE,

OF DELPHOS, OHIO.

STEAM-ENGINE LUBRICATOR.

Specification of Letters Patent.

Patented Dec. 11, 1906.

Application filed July 7,1906. Serial No. 325,129.

To all whom it may concern:

Be it known that 1, DAVID MoREHoUsE, a citizen ofthe United States, residing at Delphos, in the county of Allen and State of i '0, have invented new and useful Improve- I ments in Steam-Engine Lubricators, of which I I the following is a specification.

This invention is a lubricator for steamengines having slide-valves, and is particularly adapted for use on a locomotive, in connection with which it is illustrated.

The main object of the invention is to provide a lubricating apparatus in which the lubricator proper will not be under boiler-pressure.

Heretofore lubricating apparatus of various kinds have been constructed, in which the lubricator receives boiler-pressure in order to force the oil to the valves and cylinders of the engine against back steam-chest pressure, and this is objectionable and dangerous to the engineers for the reason that high pressure turned into the glass tubes or other pipes of the lubricator is apt to break the same, and thus allow the escape of steam,

resulting in some cases in scalding the en- The invention is particularly designed for use in connection with forcefeed lubricators of various kinds, as it takes off all steamchest pressure from oilpipes, and it will be seen that consequently it is not necessary to carry boiler-pressure on the lubricators and in the oil-pipes, as the lubricators can be operated imder a balanced pressure sufficient to supplythe oil between the valve and valveseats, as no steam-chest pressure can enter the oil-pipes with my invention attached, thus eliminating the danger of the breakage of glasses and injury to engineer as above referred to. It is also valuable to work in connection with a gravity-feed lubricator such as shown in my Patent N 0. 802,581 and as illustrated in connection with a locomotive, I as normally there will be no steam in oilpipes, although means are provided for letting in some pressure should it be found that the oil will not feed by gravitation. In any event there will be no boiler-pressure in the lubricators and oil-pipes of either force-feed lubricators or gravity-feed lubricators with this invention, which is a decided advantage over the common practice of supplying the oil to the valves and cylinders of steam-engines.

It will be seen by the following description 1 At 11 are indicated and the accompanying drawings that in this invention an oil-outlet is provided in the valve-seat, which is alternately connected by the reciprocation of the valve with oilgrooves extending across the valve-seat beside the steam-ports, the connection being effected by a longitudinal groove near one side edge of the valve, the construction being such that the face of the valve is lubricated and the oil-grooves are alternately uncovered, so that oil can be carried into the cylinder along with the steam which flows therein at the beginning of a stroke.

In the accompanying drawings, Figure 1 is a side elevation of the lubricating apparatus applied to .a locomotive. Fig. 2 is a front elevation of the same, partly in section. Fig. 3 is a vertical section of one of the cylinders and its valve-chest. Fig. 4 is a plan view of the valve-seat. Fig. 5 is a plan view of the face or bottom of the valve.

Referring to the drawings specifically, the engine-cylinder is indicated at 6, and the steamchest at 7, receiving steam through the hot pi e 18 from the dry pipe 4, which is controlle by the throttle, as usual. A reciprocating valve is indicated at 8, sliding upon the valve-seat and alternately opening and closing the inlet-ports 9 to the cylinder and connecting the same to the exhaust-port l0.

grooves extending across the valve-seat parallel with and beyond or outside of the ports 9 to the cylinder. These grooves are slightly longer than the ports.

14 indicates an oil-supply pipe leading from the lubricator and opening upwardly through a port 13 in the valve-seat. This port is located at one side of the seat opposite the endof the exhaust-port 10 and at the median line of the seat.

The valve 8 has in the side thereof corresponding to the port 13 a longitudinal groove 20, which registers with said port 13 and is at all times in communication therewith. This groove 20 is of such length that in the reciprocation of the valve it will alternately connect with the ends of the opposite grooves 11, whereby connection is alternately established from the oil-port 13 through the groove 20 to the grooves 11.

Now in explanation of the apparatus so far described it may be said that when the valve is at the middle of its travel the groove 20 barely connects at its ends with both of the grooves 11. When the valve moves in grooves 11 opposite the end from which the carriedby the tion with the lubricator, and each groove fills that as soon as port "10 through the upper end of the port 9 'per end of port 9,

. where it is bent at 26 and extends downeither direction, it will cut off the connection I of the groove with one groove 11, retaining said connection, however, with the other groove 11, and it will further be seen that the groove 11 which is disconnected from the groove 20 will be uncovered and the other groove 11 will remain covered by the valve. The oil in the grooves 11 will lubricate the face of the valve as it travels over-the same, and the residue of the'oil which may be left in the groove 11 which is uncovered by the movement of the valve will be taken up and inflowing steam through the inlet-port 9 into the cylinder, the other groove 1 1 which is in communication through the groove 20 with the lubricator, meanwhile remaining covered, so that the steam-chest pressure is not transmitted to the lubricator. On the return of the valve the conditions and operations are reversed, but the groove 11 which is opened to the steam-chest pressure will in either instance have been cut off from connection with the lubricator, and the groove ll which is covered or closed to the steam-chest pressure Wlll be in communicawith oil during the time it is covered by the valve; but when the valve covers the groove 11 the pressure remaining therein would un less a force-feed lubricator were used prevent the oil from flowing into said groove. In order to relieve the groove of such pressure and allow a gravity-feed lubricator to be used, short grooves are provided in the end of the valve opposite to the groove 20, and these short grooves are of such length and position the valve has covered the groove 1 1 and closed same to the steam-chest pressure one of the grooves 25 opens a connection from the groove 11 to the exhaustand the cavity of the valve, which exhaust is taking place at that point of the movement, whereby any pressure remaining in the groove 11 is exhausted through the groove 25, up-

and cavity of the valve into the exhaust-port, thus relieving the pressure and allowing the oil to flow into said groove 11. These grooves 25 are preferably laced so as to connect with the ends of the oil enters, so that the steam may pass out one endas the oil enters the other, and the grooves 25 are so short that the communication is broken before the oil has time to reach the end of thegroove and be carried out the exhaust.

As applied to a locomotive, the lubricator proper is indicated at X in the cab of the engine. To this is connected a pipe 24, which rises at an inclineto the front end of the boiler,

wardly, as at 14, to the valve-chest, this arrangement being provided for oil-pipes without steam-pressure therein. If found necessary to force oil from the pipe 14 into the grooves 11, a very small steam-pipe 5 may be provided extending from the main steampipe 18 to connection with the oil-supply pipe 14, through which sufficient pressure wil ass to force the feed of the oil, and the riser 24 of the connecting-pipe is allowed to fill with water from condensation of steam admitted from connecting-pipe 5, and this water acts as a positive conductor of oil to carry the same over the bend 26, whence it has a straight drop down through the pipe 14 to the valve. However, when the throttle is closed there is no pressure in the pipe 5, and consequently no pressure in the lubricator.

Should the valve be stopped or at rest, with a channel 25 connecting one of the grooves 11 and port 9 and the lubricator be left feeding, the oil will not be wasted, but will go to the cylinder and lubricate the same before starting the engine, which is a decided advantage.

It will be seen that by the construction shown the oil does not have to be fed against steam-pressure, inasmuch as the main valve, in addition to its usual function, also acts as a valve to open and close the connection or inlet from the lubricator, leaving a body of oil in the disconnected groove which is exposed to the steam-chest pressure, and which is carried thence into the cylinder by the rush of steam.

Obviously any kind of lubricator can be used in connection with the apparatus, and it is not limited to any particular form of reciprocating valve or other details of construction.

The pipes 5 have cocks 5 therein, so that the passage of steam therein can be cut off or regulated to get enough pressure to force the oil through the pipes and grooves referred to, it being understood that the pressure cannot equalize between the oil-pipe 14 and the main steam-pipe 18, as there is a continual relief of pressure through the grooves 20 and 11 to the steam-chest and exhaust. The pressure in the oil-pipe therefore need never be high.

I claim 1 In a steam-engine-cylinder lubricator, the combination with a cylinder, of an oilsupply device, means to deliver oil therefrom by gravity to the cylinder, and means for preventing back pressure from the cylinder to the said device.

2. In. a steam-engine-cylinder lubricator, the combination with a cylinder, of a gravity oil-supply device, and a valve controlling the delivery from said device to the cylinder, having means to prevent back pressure from the cylinder to said device.

IIO

3. In a steam-engine-cylinder lubricator,

oil-grooves beside the inlet-ports, and an 011- inlet port at the middle therebetween, of a valve movable over the ports and and having a groove which by the movement cylinder, d oil-grooves beside said inlet-ports, of a valve in the chest, having a recess with an oilsupply inlet thereto, said valve being mova l with the recess.

6. The combination with a steam-engine valve chest and of the seat midway between said a valve slidable on th d grooves and having ich nately with the respective oil-grooves, and also having a pair of short grooves, of e seat over the ports connects and disconnects the same grooves which alternately respective oil-grooves with the exhaust-port.

7. The combination with a steam-engine grooves valve chest and seat, a steam-supply pipe to the chest, of an oil-supply pipe having a delivery-port through i and a branch steam-pipe extending from the said steam-pipe to the oilpip the seat, under the valve,

e. e combination with a steamwengine cylinder and valve-chest, of a lubricator, a pipe leading and then rising portion of the pipe containing upwardly from the lubricator downwardly to the valve-chest, the water,

means to prevent access of steam-chest pressure to the pipe.

In testimony whereof I me to this specification in the presence of two subscribing witnesses.

have signed my DAVID MOREHOUSE.

Witnesses ISRAEL BRUNDAGE, WM. D. PRICE. 

